I am exited for your future works :)
Yours are amazing
Ok that was amazing! What editing programs do you use?
Thanks! I did that all on my phone with iMovie and it’s not what you edit with, it’s how you edit it 😉
Ok thanks! And great choice of music! 👍
I think it’s safe to assume that the TBM was a hit. Great videos folks.
I would certainly like to add to the list, but I’m without a computer to do anything film related
Live streamed the YouTubers Event
In love with the Wings.
Hey Buddy! 👋
I suggest posting those photos in this topic down below:
For future reference, this topic is for posting videos of Infinite Flight.
If anyone is interested, this is one of many videos and accompanying narratives I’ve done using IF (posted in an FB group - name omitted). I’m not advertising the video in any way, just thought you might like to peruse…
When Henri Giffard built his 3 horsepower, 143 foot long steam powered passenger carrying airship in 1852, I don’t think he would have ever anticipated that just 166 years later we would be where we are in terms of aviation, more specifically commercial aviation. To think that we are now able to fill a Boeing 777-300 with 396 passengers and fly over 8,500 nautical miles high above the earths surface is far in terms of advancements from say, for example, the classic well known 1903 first ever flight conducted by the Wright Brothers. Granted, their plane wasn’t made out of 3 million cutting edge parts and accessories - it was made of wood but it started flight as we know it and from there developed into the flying machines we see in the skies today
There are quite a few types of modern commercial aircraft from the smaller Embraer E170 to the mammoth Airbus A380. Generally, Boeing and Airbus are taken as being the big guns of the commercial aviation world and most of the planes you see in the air will more than likely be made by one of the 2 bigger manufacturers. The Boeing 777, for example, has been a hit in the world of commercial aviation. It’s versatile, big, fuel efficient and can do some serious mileage carrying many people. It’s an aircraft I have always found adequate. I’ve watched it progress with interest over the years from the original 777-200 to the -300 and -8 and 9 versions and the more modern X and lettered variants within the standard number including LR and ER. LR is a “long range” version of the standard aircraft and ER is the even more “extended range” version, which can fly further than the LR also increasing in size by rule of thumb as the number increases - the 777-200 is bigger than than the 777-300, for example. Airlines around of the world operate these things in both passenger and freight format, in varying liveries and setup depending on requirements for that particular aircraft or operator.
One of the airlines that has quite a few of these is KLM Royal Dutch Airlines, the flag carrier for the Netherlands. It operates 29 Boeing 777 aircraft. Those who know KLM will be familiar their blue and white livery in different shades. The airline does, however, have one differently painted Boeing 777 in its fleet. It’s the “Orange Pride” special edition version. It’s a one off paint job on an aircraft registered PH-BVA, which it operates on various routes around the world using Amsterdam as its hub. It’s a special paint job there to give a unique livery for people to see and basically to hold one unique plane in its fleet to catch the eye. I’ve always liked the standard KLM livery as it’s not garish, so this one off orange version did make me take a step back a bit but it’s still a decent paint job and pretty well incorporated into the standard livery colours.
One of the various destinations that this particular plane does fly to and from every now and again is Atlanta in the USA. Let’s replicate this on the flight simulator and see whats what.
We will be departing on flight KLM255 from Amsterdam Airport Schiphol (AMS: EHAM), Amsterdam, Netherlands bound for Hartsfield–Jackson Atlanta International Airport (ATL: KATL), Georgia, USA on a Boeing 777-306ER registration PH-BVA. Flight time is expected to be around 9 hours and and we’ll be cruising at 33,000 feet over the North Atlantic and into the South East side of United States of America.
For those who may not have seen these flight sim videos in the group before it’s worth a little general explanation as to what we have here. It’s a global simulator, offering every airport in correctly placed positions in and around the globe including accurate labelling of all airports, runways and airspace including restrictions where needed to keep with real aviation rules in actual places. Real life scenery and global mapping is in place as well. It’s a live sim which means other people are using it at the same time as us on a global basis - all the planes we see on the map and planes flying about “for real” are other users just like us, doing what they do and going about their flights. When zooming out on the map we can’t see all the users in the world as it will only show you users within a certain range of your aircraft and those you would have to take into consideration in a real life situation and with that when navigating around. Air Traffic Control is in place as well, which can be operated live by other users if they have chosen to do so at the time at that particular airport or if not it just remains as the standard universal communicator without any live user ATC operation.
Pre flight checks and setup will include making sure there is an adequate fuel level to complete the flight and a surplus supply just in case - plenty in the tanks. We’ll preset up the autopilot functions to take us to Atlanta at 33,000 feet. I have differing views on the autopilot functions. It’s a great feature to take us across the world at a set altitude between 2 specific airports and it works well in keeping the plane steady for sure, but at the same time I like to keep a good degree of manual handling of the aircraft. I like to take the helm at every opportunity so take off and landing will be fully manual. We will deploy the autopilot functions one by one after take off with fixed heading to keep us straight down the runway initially, followed by engaging auto altitude function once a rough initial pitch and yoke combination is found followed finally by the navigation function to take us to the USA. Once pushing the NAV button the plane will change course and head for its destination accordingly. The landing will be fully manual and the autopilot will be fully disengaged when near the airport on landing.
OK, I think we’re just about ready to go now. Passengers are settled with a glass of apple juice and a few are already asleep. Let’s work those 2 General Electric GE90-115B engines and take to the sky. Turbulence could be expected as we cross between land and water so just in case I will keep the seat belt signs on until we are at a constant. Once we have departed the Netherlands and passed over the U.K this flight will be over mostly open ocean until we eventually hit the outskirts of Canada and then into the U.S, so we’ll take the opportunity to vary camera angles a bit, have a close look at the plane, and maybe vary the time of day settings as well.
The 777-300 is a tricky one. I’ve flown various aircraft in these group videos before ranging from small Embraer, Airbus A318, A319, A320, A321, A330, A380, the smaller Boeing 737 and larger 787 Dreamliner and 747 but this one feels different. I’ve flown the 777 in a couple of these videos, once in December 2017 using the 777-200 from the Dominican Republic to Mexico and in the same month the 777-300 from Dubai to the Maldives. Every time the 777-300 commands more respect, simply because it can be quite tricky and it’s a hefty piece of kit. The 777-200 by comparison on the sim is a lot easier and actually feels lighter and a bit smaller (which it is in real life as well), but the 777-300ER feels (and is) large. With that, extra careful planning is always needed to ensure everything runs as smoothly as possible. It’s a fast plane, for sure, but it’s also heavy and due to being an ER version (extended range) and everything has to be bigger in turn such as fuel tanks, capacity and other parts. The Airbus A380 we flew to Dubai a while back actually felt easier to handle on take off, which was surprising, probably because it was a much bigger plane and slightly slower climber and therefore a bit less inclined to veer off suddenly at the slight adjustment of the angles.
A fair amount of practice has paid off with the 777-300. Whilst the normal adjustments to the pitch, yoke and throttle on initial climb were needed to make sure the plane flew as smoothly as possible, it was quite a smooth take off compared to some of my previous attempts. You can’t chuck this plane around - you have to treat it gently and not jolt it about. In return, it will offer a good ride. Slowly increasing throttle and rotation on take off without climbing too steep or hammering the engines too much is how to get this 777-300 to respond well. You have to build it up nicely. It kind of suits it as a long haul aircraft really. It’s almost talking to you saying:
“We’ve got a long journey ahead, no need to rush”.
Some (but not all) international aviation rules and regulations specify that you shouldn’t be exceeding 250 knots at or below 10,000 feet so we always try to adhere to those rules. Once hitting 10,000 feet we can open the taps more until we reach comfortable combinations of variables and settle down more at cruise altitude. Once we reach higher altitude things generally settle down more and as the instruments and technology find their place in the sky with the particular environment and outside elements present at that time. Once we are at cruise and have reached a constant, we can adjust the throttle a bit to make sure we are fast enough and at the same time keeping fuel economy at its optimum. Aviation fuel isn’t cheap.
Whist on the subject of the external environment, we have a fair amount of information available to us when selected, such as pressure, temperature, winds, distances to various waypoints, speeds et cetera (et cetera - Latin, meaning similar items to follow). On the fixed vertical left hand side of the HUD (head up display) we have the airspeed. This has warning limits in place which help keep to the 250 knots at or below 10,000 and also monitor speed throughout the flight. There are advised maximum tolerances as well. Generally 350 knots is a maximum into the climb and when at altitude it will advise you not to exceed certain speeds. This is basically telling you that if you go too fast it will push the plane beyond its airframe safety limits and so it’s best to keep at a safer and more tolerable speed. If this plane is going to last through a couple of decades of constant use then it’s not advisable to keep pushing it to the limit all the time. This is also something that needs to be monitored throughout the flight. As we burn fuel and the plane gets lighter, the speed could potentially creep up with the same throttle levels and go “overspeed”, so that’s something to look out for as well. I find it’s always best to keep the speed lower than near the maximum tolerance simply to give a bit of leeway either side. On take off as I crept slightly over 250 knots below 10,000 and 350 knots above 10,000 respectively, but they were just warnings to adjust the throttle to avoid being given an official violation should you continue at the same rate.
Once we are fully into the cruise we can relax a bit more and look at some of the views, though an eye still needs to be kept on the current environment to ensure everything is running as it should be. It was a smooth flight, albeit a few bumps here and there as we cruise over the open ocean and you probably noticed that seat belt signs are briefly put on once in a while to ensure the safety of the passengers during the flight.
There was live ATC at Amsterdam which directed us through ground and tower quite well though a slight delay left us sitting on the runway for longer than I would have liked. Also, if I’m being really picky with the controllers (which I always am) we did come quite close to KLM23 initially after leaving the tarmac which was a Boeing 777-200ER but nothing major. It turned orange on the map to indicate not to get any closer and to make you aware of its close proximity but still I would have like to have seen better departure coordination from the tower to ensure a bigger distance between us.
Airspace over the Netherlands and UK was busy with lots of other users going about their flights. Also, there appeared to be quite a few users flying over the Atlantic and even in the middle of the open ocean we are able to spot other planes going by. A lot of them are on USA to Europe routes so it makes sense that the airspace over the ocean there is also quite busy. It’s quite interesting clicking on the other user icons as they pass by, seeing where to and from they are going, what planes they are using and their flight plans and other information. Fuel flow at cruise started at a rate of 9,038 kg (kilograms) per hour then dropped as time passed (the last time I checked it was at 7,656 kg per hour). Pressure at cruise was 1,013Pa (pascal) and an outside temperature of minus 57 degrees centigrade, increasing and decreasing slightly over the duration of the flight.
After the vast open space of the Atlantic open ocean, it was a welcome sight to see land again as we cruised over the Canadian island of Newfoundland and over waters in between the Canadian and American regions with an opportunity to take in some of the views of various coastlines before finally hitting the USA mainland flying over New York, Philadelphia, Washington, Virginia and North Carolina and onto Atlanta, Georgia. I did partake in quite a lot of map observation as well in this flight, observing the plans, aircraft, airports and surroundings. A lot of camera panning and viewing was done to make the best of the scenery. As we are nearing our destination it gets a bit bumpy over North Carolina so the seat belt signs go on and stay on from there. I was pleased with the landing as we made our descent and engage flaps and mix the landing variables to slow the aircraft down to the correct speeds and make our approach onto runway 26R. On touchdown the spoilers help slow us down as they pop up when we hit the runway and the reverse thrust is there to slow this thing down quickly and smoothly albeit a minor crosswind on touchdown with a small adjustment to heading required. We find a parking spot at the huge airport relatively near the runway and shut down the engines as this plane will be staying here overnight until heading back. Our flight time of 8 hours 56 minutes was spot on within the actual real flight timeframe.
On my ongoing quest to iron out the creases in these videos and attention to detail, I couldn’t help but notice an error on my part. I referred to this as “Flight KL255”. After further inspection of available information, it appears that this is actually flight number KL621, not KL255. KL255 is actually the callsign used on this flight, not the flight number. Callsigns are often the same as the flight number but sometimes not, as is the case here. This is basically a way of making sure 2 flights don’t have the same identities and in order to give the flight a more bespoke identifier as the flight number and callsign can often be different. Luckily, I put what I thought was the flight number into the callsign section by mistake instead of what I thought was the callsign number, but in making the error of putting the flight number into the callsign section, our callsign actually turned out to be correct on the ATC because what I thought was the flight number turned out to be the correct callsign number, which was put into the correct section. Result.
Also, the ATC now offers varying accents for different users in order to make it look a bit more realistic. This feature is a brand new developed update, and it wasn’t until the recording had started that I realised the correct selection hadn’t been made and I was assuming the role of an Australian lady, as opposed to a British male which you can hear in the ATC conversation. It doesn’t make any difference anyway so we’ll just roll with that.
As mentioned before, the 777-300 has proven quite tricky on the sim in the past but the more you fly it the more you know how to handle some of its attributes that make it a bit harder than the other aircraft. Just to be sure as some extra practice and a refresher prior to this flight I took a few hours out and flew it last night from Atlanta to Washington to get a general feel for the airspace and flying environment. There were quite a few users around the Atlanta area and indeed around the Washington area and a few scattered here and there. You can see them on the map but as mentioned earlier, only the ones within a relevant distance. I messed up the landing a bit by going in too fast into Washington on that flight and the go around was needed but again it means that the flying skills for the 777-300 are being practiced, honed and implemented to ensure smoother future flights. I’m not sure if it was noticeable, but in its true style the 777-300 didn’t let me off lightly. As we are into the final descent I took my eye off the figures for a moment whilst messing around with the cameras and before you know it’s gone over the 250 knots mark for long enough to issue a violation. Never mind, more lessons learned about the 300ER.
It’s quite a statement, but this plane, in this livery, is my new favourite on the simulator. Over the time and flights spent trying to conquer its difficult traits, it has gained my respect. You need to treat it as it gently and it gives you a good flight experience in return. By comparison, when I took screenshots the 15 hour direct flight from London to Perth in the Boeing 787 Dreamliner back on 8th April 2018, I never really completely mixed with the plane in that 15 hours. It was too laden with technology, too much geared towards minimal user input and with that, too easy to become lazy with. It was a capable plane for the mammoth direct flight to Australia for sure but the 787-9 Dreamliner lacked something. Something that the 777-300ER has. It can be difficult, it throws challenges at you, it needs attention and you need to manually handle the thing and take the controls every now and again without the computers adjusting everything for you. This plane is a plane.
Have a watch of the 9 hour 11 minute video.
This is another one of my videos and accompanying original narratives I’ve done using IF (posted in an FB group - name omitted). I’m not advertising the video in any way, just thought you might like to have a look.
The Airbus A380. It’s a big one. When the Airbus A380 made its first flight on 27th April 2005 at 10:18am in Toulouse (France) where production was based, it marked what Airbus intended, what a lot of people saw and what actually is the biggest and highest passenger capacity commercial aircraft to ever go into the skies. The production and project costs involved boggles the mind. The amount of people and work that went into getting what can be 868 passengers (at a squeeze with minimum space) into the skies in one plane was huge. 30 countries of workmanship to bring together a plane made from about 4 million parts. That’s quite a large scale operation, to say the least. Bringing them all together takes some expertise. It needed to be successful. Even though one of these will set you back 428 million dollars, the project was so vast that it needed sales, and lots of them. It was counting on big numbers of orders to make or break the project and ultimately Airbus themselves as so much had been put on into this aircraft.
It wasn’t until 2007 when the plane hit commercial service and on the 25th October of that year it touched down in Sydney, Australia having completed its first commercial flight from Singapore with Singapore Airlines. Since then Airbus has received orders and delivered to airlines around the world, though earlier this year the future of the A380 was in question. Not enough orders to meet project costs meant that the plane could be taken out of production in the near future. To give a more realistic idea of scale here, let’s take a few airlines that operate the largest numbers of the A380. Singapore Airlines, for example, has taken delivery of 21 with another 3 to come. Lufthansa has taken delivery of all 14 of the orders made, Qantas has 12 with 8 more to come and British Airways has received and operates all 12 of the aircraft it has ordered.
Then we have Emirates. At the time of writing, it has taken delivery of 101 Airbus A380 aircraft and has a further 61 in order. That will take Emirates’ ownership of this plane to 162. That brings a more down to earth scale and shows what a big fan of the A380 Emirates is. In fact, it was another hefty bulk order earlier this year from Emirates that essentially saved the A380 and therefore Airbus confirmed a firm future for the plane. Emirates is the national flag carrier for Dubai, which is not only a popular final destination but a hub for connections all around the world due to its location in the UAE. One of its very popular routes is the London to Dubai route. There are several of these flights every day mainly from Heathrow but also Gatwick as well.
Emirates flight EK2 is an example of one of these flights, departing London Heathrow (LHR: EGLL), London, United Kingdom bound for Dubai International Airport (DXB: OMD), Dubai, United Arab Emirates officially scheduled to leave every day at 13:40 UK time and land in Dubai at 00:40 Dubai time. Since the flight simulator offers this plane in this livery with a global network of airports, let’s give it a go.
We’ll be taking to sky in aircraft registration A6-EDA today, and it has a bit of a history. It’s the first ever A380 that Emirates used and took its first ever commercial flight on 1st August 2008 which saw it travel from Dubai to New York on that first flight. It’s been in the skies almost constantly since then. Even though we are flying Emirates’ first ever and oldest A380, it was also their first A380 to undergo a heavy 3C aircraft maintenance check (in 2014) which involved 55 days of basically pulling the plane to pieces and putting it back together again with upgraded parts and repairs where needed. The entire plane was thoroughly scrutinised during this time, including pulling out all seats and furnishings to check for hairline cracks in every inch of the flooring. By that time it had flown over 20 million kilometres and it’s still going now. It did have an engine failure in November 2012 shortly after take off in Sydney and some electrical problems on a flight in March 2013 but other than that it’s still strong. Although a lifespan of around the 25 year mark has been given to a typical well used A380, airlines will realistically be looking to retire them between 12 and 16 years and actually Singapore Airlines has already retired its first A380. This one has a bit of time left though, and we will fly and experience it while we can.
This one has only been on the ground here at Heathrow a couple of hours before we take the helm and it’s ready to head back to Dubai again having been cleaned, restocked and an entire load of passengers and luggage taken off and put on again. Heathrow is one of only a handful of airports in the world that can take an A380 due to the size of the plane. It’s also been refuelled, of course, and as normal I have insisted that there is a surplus supply, just in case. Plenty in the tanks. Those 4 enormous Engine Alliance (General Electric/ Pratt & Whitney) GP 7270 engines need ample stocks of fuel to get this plane around.
This sim is global and live, meaning that the global database of airports are available to fly to and from with other users. Therefore any other planes you may see on the map or for “real” are other people going about their flights doing what they do. I anticipate both London and Dubai to have quite a few other people loitering about the ground and sky as they are quite popular. I’m not going to fiddle around with any time zone changes in this flight as the sim will automatically change the light and time as we enter the relevant time zone.
We will be departing in light at around 13:40 UK time (as EK2 is scheduled) and aiming to land at around twenty to one in the morning Dubai time (as EK2 is scheduled) with a chance to see the sunset to take us into a night. It’s a scheduled 7 hour flight but this flight nearly always completes it in a much quicker time, normally around the 6 hour mark with minimal hold ups. This will give us ample time to explore this vast plane with a selection of camera angles and features.
Autopilot will navigate us towards Dubai at a set altitude of 39,000 feet which I will set up along with the navigation path before departing Heathrow. As normal, I like to take manual control at every possible opportunity so the take off and landing will be manual. My preference is to engage one by one as we take off, altitude autopilot being engaged once a comfortable yoke and throttle combination has been reached to keep a smooth climb and the navigation to take us across Europe and down into the UAE. I think the ability to fly manually where needed is a big aspect of flight so I will be disengaging all autopilot facilities at the latest points on take off and earliest points on landing so as to get a decent feel for this huge plane, or “The Whale” as it’s commonly known as. I have found that the adjustments to throttle, pitch and yoke are done on a bespoke basis for each aircraft. Some of the smaller aircraft, for example, have required a smaller amount of throttle with a more aggressive climb, whereas the larger planes due to weight will require an increased amount of throttle if at the same climb rate to keep up the speed (which must be kept at or below 250 knots when below 10,000 feet). Certainly with the A380 I anticipate a more gradual climb to altitude to keep the plane moving upwards in a smoother fashion so as not to burn up all the fuel before we need it.
Incidentally whilst on the topic of fuel, another point to note is that there is a varied amount of additional information to choose from, such as temperature and pressure to display during the flight. The “fuel remaining” and “ETE (estimated time en route)” are 2 which can be picked and chosen. The ETE does sometimes turn red to imply you may run out of fuel to give a warning. What this basically means is that if you continue with current throttle, pitch, angle and path you won’t make your destination with current fuel levels being burned under those conditions. Once you are into the climb and at a higher altitude this levels out because you are no longer using the same amount of fuel as on initial climb and the air is a lot thinner and easier to move through at higher altitude with less friction. Therefore with the correct or even surplus fuel supply this will more than likely turn red on take off as you are giving those engines a good run and slowly turn yellow and vanish once into the last part of the climb and hitting cruise altitude as the plane has adjusted to a smoother flying environment.
I change camera angles on and off throughout the flight so that we can have a close inspection of the aircraft and also the real life rendered scenery and mapping as well from different views which are adequate at night as well using night graphics. The map gives a selection of information with all airports correctly labelled with runway set up in real life as well.
We’re ready to go, I think. A few last minute pre flight checks and set ups are done and we can get clearance from the ATC (Air Traffic Control) which is being operated by another user to direct us on the ground and into the sky at Heathrow. The airspace in London is busy as predicted so we are sharing the area with many other users with different planes, liveries, flight paths and plans and we can hear the ATC chatter as ground and tower direct planes about the place. We’ve got some good ATC on shift today at Heathrow, so we are quickly directed to the runway by ground ATC and then we request take off from tower ATC, who are quick to respond and get us underway. The take off is smooth but as predicted the size of the plane meant a few adjustments were needed to variables before we found a constant. We make our slow climb to 39,000 feet and settle in for the cruise. Airspace is quite busy today and as we are flying over Europe quite a few other users are out and about. The map shows you users in the immediate airspace so you are able to monitor and keep a look out for others as well.
As we go along the way I’ll be in and out of the map occasionally to keep an eye on surroundings and monitor our progress and keep a check on everything as we go, including various available displays of information. This aircraft definitely feels huge on the sim. It took a bit of getting used to as it’s so much bigger than the other aircraft flown here. As we settle into the initial cruise I notice that the speed has dropped a fair bit, so I take it down to 38,000 feet which seems to suit it better in current conditions on the day and gives a bit more opportunity to keep the speed up. It took a bit of adjustment and getting used to but then we found a smooth constant.
On the sim it’s noticeably bigger than the other planes, it feels huge but super smooth and it’s not a plane to throw about, a bit like the the A340 we flew around South Africa last time. As we settle I realise that even though a few adjustments were initially needed, those engines aren’t as fuel heavy as I thought. They seem to sip the fuel quite well and the plane seems to be keeping good reserves, even after thrashing the throttle a bit to find its feet initially and adjusting some of the settings at altitude. It’s still indicated at using 11,550 kg of fuel per hour well into the flight at comfortable cruise level but that’s not too bad for a plane this size. It glides through the air with relative ease and smooths out the bumps well.
This is the longest flight I have taken on the sim and am actually surprised at how many people use it globally. You would expect to see a few others around busy airports like Heathrow and Dubai but even as we are over near Austria there are lots of other users about. They soon become less bulked as we get into the flight but we do encounter other users on and off going to various places. I think it’s quite neat that you can see and click on another user and see where they are going and in what plane. I’m already thinking about our landing in Dubai a few hours before and a look at the runway set up there reveals that runway 12L may be our best option as it takes us almost straight in on the flight path we are on. I will be assuming full manual control of course at the landing stage but that is a fair while away yet however I like to be prepared. As we near Turkey the sunset creeps in as it’s just after 1800 in the evening and we then go into night for the remainder of the flight. Whilst I keep the natural light progression settings on throughout the flight, when we are finally on the ground in Dubai I will be putting the daylight mode back on. This is because there are currently no taxiway lights on offer on the sim as yet, so we will need the sunlight to guide us around the ground and to find a suitable parking spot. As predicted, the airspace is quite busy in Dubai. I request 12L from the live ATC but they don’t acknowledge it as quickly as they should and eventually try and direct us round to a more inconvenient runway. I then request a specific change again back to 12L and it’s ignored, rather annoyingly. I initially start the go around procedure to the less convenient runway on the other side as the person on ATC is trying to direct us round the other side of the airport. They also appear to be lethargic in answering other aircraft requests as well so I change my mind and put the landing gear down again and resume the original plan and when get down onto runway 12L which the the best option. They log off duty shortly before we land anyway. Some ATC are good, some aren’t and this user didn’t seem to care about their duty too much. We touchdown very smoothly onto 12L regardless of the poor quality controller.
I am very pleased with this flight overall. It went smoothly after some minor initial tweaks to find its best combination of variables. I like the plane as well - you have to treat it gently due to the size but it proves itself very well on a flight like this. I can see why Emirates have so many of them. One thing I did note was the lack of cockpit lighting at night. I suspect there may have been a malfunction on this aged plane but nothing too bad.
Our flight time is correct - it usually takes EK2 between 6 hours and 6 hours 30 minutes but normally nearer the 6 hour mark and we did it in 6 hours 3 minutes which is adequate.
It’s been decent flying the original Emirates Airbus A380 A6-EDA today and I hope it stays in service for a good few more years before this particular plane is retired, knowing that it has proven itself well and having seen a worthy life in the sky transporting so many people around the world. I find commercial aircraft to be satisfactory and of course would never veer off the subject and task of documenting the flight in hand but one day when it’s sitting in a desert, stripped of everything other than a bare shell, I hope people will remember it for all the service and successful trips it has made over the years.
Starting a tour, today on a IFR flight but soon I’ll go fully VFR
Enjoy the 4 minute sped up video of Greenland over the Atlantic.
I have a upcoming movie called VFR. I am in the process of development! Hope to release it soon :)
Can you beat this?